Abstract: A new hinge fairing design for control surfaces such as ailerons, elevators, and rudders. By staggering the two curved hinge fairings, one mounted to the fixed airfoil and the other to the leading edge of the control surface, a curving load path is opened up that allows installation of hinge fittings and actuators without having to make cut-outs in the curved fairings. This principle makes it possible to keep the control surface faired and sealed over its entire span and during its entire motion range. This improves the effectiveness of the control surface. The principle of the present invention is applicable to trailing edge control surfaces of subsonic and supersonic airplanes and is of particular benefit for hinged leading edge flaps on a supersonic commercial transport.

Abstract: It works like a helicopter in vertical flight or like an airplane in horizontal flight, being able to land accurately on a small area. It is equipped with a rotor, a couple of wings fitted with ailerons and other control surfaces actuated differentially, with support wheels at their ends. It has a vertical stabilizer at the end of which there is a wheel. It has a horizontal stabilizer with elevators that are actuated simultaneously or differentially. It incorporates a propeller ahead of the rotor.

Abstract: An apparatus and method for improving spin recovery characteristics of aircraft involves attaching the horizontal tail of the aircraft to the aircraft such that a gap remains between the root end of each horizontal tail section and the fuselage or vertical tail of the aircraft. The gaps measure between about 15% and 30% of the tail semispan. The gaps may be covered by fairings which are released or opened should a spin occur.

Abstract: An active flight control arrangement for an air vehicle that includes a split span vee fin tail control arrangement whereby inner and outer spans of each fin are independently operable to provide yaw, roll, and pitch control for an air vehicle in flight. The inner and outer spans of each fin are preferably not, but may be, in the same plane. An intermediate controllable span may also be provided between the inner and outer spans of each fin.

Abstract: A tail sitter airplane will take off and land on its tail section, with its fuselage and nose pointed up. The airplane has a single driven propeller mounted to the nose section. Wings extend outward from the fuselage. Four airfoils locate in the tail section, two horizontal and two vertical. Each has a control surface. Four additional airfoils locate in a forward section, behind the propeller and in front of the wings. Two of the airfoils in the forward section are horizontal and two vertical. Movable control surfaces on these airfoils control the flight during takeoff and landing. The airfoils have chord lengths selected to remove the twist from the slip-stream from the propeller, thereby balancing the torque from the propeller.

Abstract: An integrated empennage structure is provided for a helicopter embodying a ducted fan antitorque device. The integrated empennage structure includes a shroud that houses the ducted fan antitorque device, a vertical stabilizer, and a horizontal stabilizer. The aerodynamic configurations and/or orientations and the spatial orientations of the shroud, vertical stabilizer, and the horizontal stabilizer are interactively related and optimized to provide yaw stability and directional control and pitch stability and maneuverability required for helicopter flight operations. The shroud is spatially orientated at a first predetermined cant angle with respect to the vertical plane of symmetry of the helicopter fuselage such that the ducted fan antitorque device provides lateral antitorque thrust to counteract main rotor assembly induced torque and a positive vertical force component to enhance the overall lift capability of the helicopter.

Abstract: The tailplane 6 is mounted to an aircraft by a spigot 7 and is also rotatable about the spigot 7 to provide aerodynamic control. At the same time the tail plane is pivotable about an axis extending generally parallel to the longitudinal axis of the aircraft in order to optimise the tail plane configuration for various speeds.

Abstract: An aerodynamic fairing seal for use on a variable incident airfoil which protrudes through a structural opening in an aircraft such that the fairing covers the opening as the airfoil is moved during flight. In the preferred embodiment on a T-tail configuration aircraft which utilizes a vertical stabilizer that supports a variable incident horizontal stabilizer at its uppermost section, a cover plate is attached to the upper surface of the horizontal stabilizer support structure such that it moves with the horizontal stabilizer. In addition, the cover plate is mounted internally to and adjacent to the structural opening in the vertical stabilizer through which the horizontal stabilizer protrudes. The cover plate is composed of two panels, an upper end and a lower panel, connected by a hinge and a torsion spring. A means is provided to hold the panels adjacent the structural opening when the horizontal stabilizer is in its lowermost position.

Abstract: A model airplane is provided wherein the fuselage formed with a tail is horizontally divided and provided at said aft end portion with a vertical stabilizing surface and two horizontal stabilizing surfaces. It is desirable that the aft end portion of the fuselage should be held together and a root or roots of the stabilizing surfaces be located with a smooth and streamlined surface being maintained on the underside of the aft end of the fuselage by insertion from the aft end of the fuselage. This is achieved in that a duct which is open at the aft end of the fuselage extends through the fuselage portions and portions of at least one root of a stablizing surface, and in that a pin is fittingly inserted in the duct. This method of connecting eliminates the need for screws, detents and a well in the underside of the aft end region of the fuselage.

Abstract: An airfoil having a trailing edge member pivotally connected to a leading edge member. The trailing edge member having a vortex generating cavity that can be exposed or concealed from a stream of fluid flowing over the outer surface of the members.

Abstract: The invention is a rotatable, non-circular forebody flow controller. The apparatus comprises a small geometric device located at a nose of a forebody of an aircraft or missile. The geometric device has a circular base that fits flush upon the remaining forebody of the aircraft and a non-circular cross-sectional area that extends toward the apex of the aircraft. The device is symmetrical about a reference plane and preferably attaches to an axle which in turn attaches to a rotating motor. The motor rotates the device about an axis of rotation. Preferably, a control unit connected to an aircraft flight control computer signals to the rotating motor the proper rotational positioning of the geometric device.

Abstract: An aircraft pitch control system which includes a movable tail composed of a powered stabilizer which is angularly movable about a first axis, and elevators mounted on the rear end of the stabilizer which are angularly rotatable about a second axis displaced from the first axis. The stabilizer is controlled by an electric, pneumatic or hydraulically powered actuator, and the elevators are controlled manually through appropriate cables or mechanical linkage. The stabilizer actuator is controlled by movements of the elevators through an appropriate servo mechanism, so that angular movement of the stabilizer follows angular movement of the elevators. In the event of failure of the stabilizer actuator, the stabilizer is locked in a selected position by an automatic lock, and the pitch of the aircraft is controlled manually by the elevators alone.

Abstract: An airplane construction is described in which the flight characteristics of the airplane, are radically changed from hypersonic capable to short take off and landing (STOL) capable by the approximate ninety degree (90) rotation of a new component of the airplane, referred to as a body spar, which function is to maintain structural integrity of the airplane and maintain the required alignment of such elements as the fixed wings, thrust providers, control surfaces and landing gear, regardless of the mode of flight of the airplane.The single largest component of the airplane, referred to as the wing/fuselage component, is so shaped as to be a high aspect ratio, highly cambered, (STOL) wing when the airplane is configured for subsonic/STOL flight, that is when this wing/fuselage is positioned at an approximate right angle to the body spar.

Abstract: A single aft located prop aircraft having an X-axis in alignment with the line of thrust of the aircraft; a Y-axis transverse to the X-axis, the Y-axis being in parallel with the length of a single main wing; and a Z-axis transverse to the plane defined by the X and Y-axes. The fuselage exhibits Y-axis symmetry about the thrust line and, in addition, substantial X-axis symmetry about a line defined by the forward edge of the main wing. The fuselage assembly includes a substantially conical cone, the cone having its root at the beginning of the pilot's cabin, and the cone subtending a vertex in the range of 15 to 20 degrees. The fuselage nose possesses an X-axis length to Z axis base diameter ratio in the range of 2 to 3. The aircraft further includes a single main wing secured on top of the upper fuselage in which the XY plane of the wing is in alignment with the line of thrust of the aft-located prop.

Abstract: An aircraft empennage has a vertical stabilizer, a trailing edge fixed horizontal stabilizer rigidly attached to the aircraft and a movable leading edge elevator affixed to the aircraft. The elevator is movable through a high position and a low position relative to the horizontal stabilizer, thereby providing variable camber and incidence deflection and optimizing deflections while providing adequate power for all flight conditions.

Abstract: A fly-by-wire control system for the elevator assemblies of an aircraft is quipped with a mechanical auxiliary control (8) and with a synchronizing coupling (10). The electrical control links connecting the controlling computers to the elevator drives are each equipped with an override mechanism (4,2). A mechanical cable link (9) of the auxiliary mechanical control (8) connects a pilot operated mechanical control member such as a pitch control wheel having a detent to the respective override mechanism. This combination makes sure that the pilot initiated control signals have performance priority over any other signals at all times. The synchronizing coupling (10) is arranged between the mechanical control links leading to the respective elevator flap drives to assure a symmetric flap deflection on both sides at high speed flight under failure conditions. Centering springs (12) assure a centered position of the flap if the respective flap side signal transmission linkage (4.

Abstract: A helicopter having the usual tiltable, vertical thrust and lift producing rotor, a separate forward thrust producing propeller as well as provisions for yaw control and compensation is improved in that the propeller is constructed as unshrouded propulsion device. A pair of flow deflecting rudders is arranged downstream from the propeller and symmetrically to both sides of the craft; a frame on the tail portion of the craft includes vertical shafts for pivotally mounting the rudders. A T shaped support structure in the frame includes regular elevational, horizontally extending stabilizer fins and carrier arms. An elevator is arranged upstream from the propeller and from one of the elevational stabilizer fins. The elevator reaches laterally beyond and longitudinally alongside the one fin or beyond a circle provided by the propeller.

Abstract: A minimum weight horizontal and vertical stabilizer (188) which a primary torque box is formed within the skins (202, 204) and extends transversely from the most forwardly spars (190, 212) to the most rearwardly spar (196) to occupy spaces between all of the spars (190, 212, 192, 194, 196).

Abstract: A hinge for control surfaces of model aircraft, comprising a first hinge member formed with a lateral keyhole slot for removably engaging a lateral barbell portion of a second hinge member. The first hinge member is preferably attached to a fixed structure of the aircraft with the second hinge member attached to a control surface, such as, an aileron or elevator. Relative rotation of one hinge member with respect to the other hinge member allows the lateral barbell portion to operatively engage or disengage from the lateral keyhole slot. When engaged, the operatively coacting hinge members provide rotating hinge action between the control surface and the fixed structure of the aircraft.

Abstract: A flying wing aircraft control for angle of attack and direction thereof, comprising retractile controlling surfaces rearward of the center of lift and along the trailing edges and extensible over the top and bottom cambers of the wing in spaced relation to the trailing portions thereof and with variable angular dispositions with respect to air flow over the cambers so as to establish the desired moment arm with respect to the lift center of the flying wing to control the same into and out of a nose-up attitude with respect to the line of flight and with respect to direction, as required.

Abstract: An empennage assembly for supersonic aircraft includes longitudinally and rearwardly extending booms (12) mounted upon the wings (16) or fuselage of the aircraft. The booms (12) include aft rotatable sections (22) upon which are mounted larger (18) and smaller (20) tail surfaces. The boom sections (22) are angularly rotated through angular displacements .theta. such that the dispositions of the tail surfaces (18, 20) are interchanged between their dispositions during low subsonic and high supersonic flight conditions. In this manner, the directional and longitudinal aerodynamic static stability components of the aircraft are rendered substantially constant at an optimum low or near-neutral level of stability in order to enhance the flight maneuverability capabilities of the aircraft throughout the subsonic, transonic, and high supersonic speed ranges.

Abstract: In an aircraft arrangement comprising an aircraft fuselage provided with a wing on either side thereof and provided with a propeller propulsion system at the rear of the fuselage, the improvement comprising a propulsion system comprised of at least two independent propulsion units each mounted in its individual lateral fuselage section in a rear fuselage part formed by the central fuselage section originating from the outer contour of the main fuselage section and tapering toward the fuselage end, the lateral fuselage sections having an outer contour tapering in spindle form toward the fuselage rear to the diameter of the propeller spinner of each propulsion unit and propellers on each propulsion unit arranged behind the fuselage and the air frame.

Abstract: An ejection seat is provided with fins on opposite sides which are normally stored along the seat side rails and are deployed immediately after ejection to yaw-stabilize the seat as it is slowed by a drogue. The fins are mounted for rotation and are deployed such that they extend rearwardly and out to the sides.

Abstract: A new means for controlling yaw or lateral movement of rotary wing aircraft that makes use of the entire tail section or fuselage of the aircraft. The tail section is comprised of a tail aileron, a rudder, and a trimming tab horizontally hinged to the aileron. The aileron is attached to a rotatable support boom which is supported by a plurality of fixed bushings and covered by a shroud. A pair of tail cables are attached to either side of the support boom and a pair of foot pedals within the cabin for controlling the direction and degree of pivot of the aileron. The rudder is vertically hinged to the rear of the aileron, and its pivotal movement is controlled by a pair of rudder cables attached to either side of the rudder and to the pedals within the cabin. Depression of the left or right pedal will cause the aileron and rudder to pivot to the left or right, respectively. The trimming tab is pivoted to the right or left by automatic control means independent of the aileron and rudder control mechanism.

Abstract: An aircraft vertical fin-fuselage structural integration system wherein a plurality of vertical tail fin spars, extending transversely across the fin and fuselage and substantially parallel to the longitudinal axis of the fin, are integrally connected directly to the fuselage pressure bulkhead so as to directly transmit or transfer the vertical fin and horizontal stabilizer empennage loads to the fuselage structural network. The system can be adapted to any type of aircraft, and in the case of an aircraft of the BOEING 727 class, the spars accommodate the air intake S-duct operatively associated with the craft's rear engine housed within the rearwardmost portion of the fuselage. The spars also have their lateral configurations fabricated so as to match the fuselage loft lines.

Abstract: A swivel-mounted trim element of a predetermined configuration for use with aircraft for the purpose of providing additional control in flight. The trim element is mounted immediately to the rear of a channel-shaped stabilizer mounted externally or molded into the fuselage of an aircraft and is especially suited for small aircraft, particularly those having V-surface tail assemblies. The trim element configuration is generally right-angled with the base portion being additionally formed to have a downwardly-canted portion at the leading edge and an inwardly-canted portion at the trailing edge. In operation, the trim element provides two-axis rudder trim about both the pitch and yaw axis.

Abstract: A rudder assembly for marine craft wherein the main rudder carries one or more fins pivotable as well as lockable in relation to it, wherein the actuating and control devices for the fin are integrated with the rudder assembly.

Abstract: An improved geared tab configuration for a moveable airfoil, such as an elevator of an aircraft, is provided which comprises a tab pivotally connected to the airfoil, and linkage connecting the airfoil to the tab for simultaneous opposing pivotal movement of the tab relative to the airfoil to a maximum tab deflection at a determinable intermediate upward airfoil deflection beyond which the relative tab deflection reverses and fairs to the airfoil at a determinable maximum upward airfoil deflection.

Abstract: A lightweight, man carrying aircraft including a skeletal fuselage assembly in combination with a primary arc-shaped lifting airfoil having variable camber, incidence angle, and pitching moment and a secondary stabilizing airfoil of a tubular, ring-like configuration. The arc-shaped primary airfoil is superior to traditional low speed airfoil forms due to its high aerodynamic efficiency, inherent design simplicity and strength. The ring-tail assembly, offering marginal aerodynamic lift, contributes significantly to the in-flight stability and safety of the aircraft. Both airfoil members are independently controllable and constructed of a fabric or like skin material which is fitted over a wing assembly and tensioned into an operable airfoil form by the aerodynamic forces of the air during flight. Typically, the wing assemblies are supported and maintained by a lightweight, tubular fuselage structure to which is affixed the propulsion system, control mechanisms and ground support assemblies.

Abstract: An aircraft having, for example, a tailplane (4, 5) at least part of which is movable with reference to a fuselage (1) to effect control requires the control effect to be enhanced in a certain control position. Accordingly, fixed vanes (8, 9) are provided on the fuselage forward of the tailplane to form a substantially continuous leading edge root extension only when the tailplane is in a given control position.

Abstract: A swivel-mounted trim element of a predetermined configuration for use with aircraft for the purpose of providing additional control in flight. The trim element is mounted immediately to the rear of a channel-shaped stabilizer mounted externally or molded into the fuselage of an aircraft and is especially suited for small aircraft, particularly those having V-surface tail assemblies. The trim element configuration is generally right-angled with the base portion being additionally formed to have a downwardly-canted portion at the leading edge and an inwardly-canted portion at the trailing edge. In operation, the trim element provides two-axis rudder trim about both the pitch and yaw axis.

Abstract: An airplane is disclosed which has a pair of fixed, outwardly extending delta wings extending laterally from a fuselage, a set of initial flaps pivotably attached to the rear of the fixed wings, a set of dependent flaps pivotably attached to the rear of the initial flaps, and a variable positionable concomitant stablizer located at the rear of the dependent flaps forming the rear of the delta wings during the high-speed configuration capable of achieving independence from the fixed wings upon actuation of the flap system; the above components all locked together to form the delta wing during high-speed flight with an actuator which also serves as a stress supporter for the flap system during its actuation.

Abstract: An aircraft having supersonic and subsonic flight capabilities which utilizes a variable dihedral angle tail unit to vary the aircraft geometry to improve aerodynamic efficiency, especially when changing from subsonic to supersonic speeds and vice versa, which saves propulsion energy and can be used to present minimal radar cross section from a given direction.

Abstract: A rudder assembly for marine craft wherein the main rudder carries one or more fins pivotable as well as lockable in relation to it, wherein the actuating and control devices for the fin are integrated with the rudder assembly.

Abstract: Disclosed is an airplane all-moving airfoil having a moment reducing apex for facilitating control of the airfoil. In a preferred embodiment, the apex protrudes forward from the leading edge of an all-moving horizontal stabilizer and operates through its aerodynamic effect on the stabilizer to reduce the moment required to maintain and vary the stabilizer position. Counter-rotating airflow vortices produced by the apex reduce the rearward displacement of the center of pressure on the stabilizer as the stabilizer is deflected into an increasing angle of attack. As a result, lighter weight hydraulic stabilizer and elevator actuating mechanisms can be employed. In a preferred embodiment an aeroelastically flexible apex is employed to enhance moment reduction at high angles of attack.

Abstract: A process and an installation for the control of the efficiency of the aerodynamic surfaces of an aircraft, whereincontrol of the stability of flying aircrafts with the assistance of orientable auxiliary aerodynamic surfaces is achieved,the surfaces are connected to their operating structure through a device providing at will an engaged condition or a disengaged condition, andthe process and installation may be used with profit on subsonic, supersonic and laboratory airplanes.

Abstract: Tilting the stabilizer at an extreme angle to the fuselage, with leading edge down, and controlling and varying engine thrust comprise a method for all-axis control of a generally conventional aircraft in ultra deep stall. The method is effective in recovery from unstable and unusual flight attributes and in landing emergencies; the aircraft may land in the ultra deep stall configuration or conventional flight may be resumed. So-called flying wing aircraft, where pitch control surfaces are incorporated with the trailing edge of the primary lift surface, are also controllable in ultra deep stall by the method of this invention.

Abstract: A high efficiency vertical tail unit is combined with a variable wing geory for large angles of attack, primarily for all-wing aircraft such as delta-type craft. The vertical tail unit is hinged for adjustment about an axis substantially parallel to the longitudinal axis of the fuselage. The outer wing portions are connected, at an angle, with a vertical tail unit which is directed vertically downward in its normal position. The assembly comprising an outer wing portion and a vertical tail unit is rotatable about the parallel axis whereby three different wing types may be realized in the same craft.

Abstract: A helicopter stabilator having naturally high response to the main rotor wake excitation frequency in roll and yaw stabilator vibratory modes is selectively mounted so as to be detuned therefrom in antisymmetric stabilator vibratory modes without adversely affecting symmetric stabilator vibratory modes, stabilator vertical stiffness, or stabilator pitch stiffness.

Abstract: A rotary wing aircraft is provided with at least one pair of vane members mounted on opposite sides of the body thereof. Each vane member includes a substantially planar flared section and a mounting section; each of such vane member mounting sections being positioned alongside such aircraft body and being rotatable about a substantially horizontal common axis passing therethrough. Such vane member flared sections extend in planes which obliquely intersect such common axis. Such vane members are selectively counter-rotatable to move such flared sections thereof into and out of alignment with the airstream moving rearwardly alongside the body of such aircraft as the same moves forwardly through the air to concurrently serve steering and banking functions and are further rotatable in unison to serve a pitching function.

Abstract: Yaw control surfaces are provided for a jet propelled aircraft wherein a thrust augmented rudder is disposed above the jet exhaust stream and a thrust rudder tab extends downward therefrom into the jet exhaust stream with these components being cooperatively deflected to thereby generate yawing moments for directional control of the aircraft.

Abstract: A supporting device is disclosed for an arrangement of articulated elements such as a fin-rudder arrangement, wing-trailing edge flap arrangement, and the like, for aircraft or watercraft. The disclosure more particularly relates to the cover for the gap existing between the two articulated elements. There is disclosed an arrangement of levers and bearing points which allow the cover to maintain a constant length and approximately constant curvature over its length as the two elements move relatively to each other. The arrangement of the disclosure eliminates corners and folds in the elastic cover without also requiring parts protruding beyond the elastic cover and without requiring high forces to deflect the cover.

Abstract: A vehicle has two pairs of transversely oriented rudders and duplex nozzles; three motors pivot the rudders and nozzles for yaw, pitch and roll steering whereby each motor drives the requisite rudder(s) and pivots one or two nozzles so that thrust vector and aerodynamic steering is provided always in unison.

Abstract: Tilting the stabilizer at an extreme angle to the fuselage, with leading edge down, and varying engine thrust comprise a method for all-axis control of a generally conventional aircraft in deep stall. In an alternative embodiment, tilting the engines upward at an extreme angle to the fuselage and varying engine thrust comprise a method for all-axis control in deep stall.

Abstract: Spacecraft having space shuttle capabilities and aircraft having supersonic and subsonic flight capabilities which utilize swinging horizontal tail halves to generally reduce the landing speeds and the required runway lengths, to enable landings of space shuttles or conventional airfields, and to improve the landing safety in favor of the crews, the passengers, and the airfield abutters.

Abstract: A hot air airship including an elongate aerodynamic shaped gas envelope carrying a pressure hot air generating means for pressurizing the envelope with heated air during flight and having inflatable hollow first tail members at the aft end for stabilizing the flight and second tail members at the aft end of the first tail members hingedly attached thereto with gas conduits extending through the hinges and both tail members inflated by the hot air of the envelope.

Abstract: Apparatus for providing extreme pitch trim configurations for aircraft capable of flying at low-speeds, and particularly aircraft having blown primary lift-producing surfaces. The apparatus includes a movable horizontal stabilizer to provide pitch trim and an elevator pivotally attached to the horizontal stabilizer to provide transient pitch control. Control of the elevator movement is provided by a control tube extending from a horn attached to the elevator to a bell crank member attached to the horizontal stabilizer. The bell crank is also connected to a push tube movably attached to the airframe and arranged to be aligned with the pivot axis of the horizontal stabilizer in the neutral position. Thus, the horizontal stabilizer may be pivoted around its mounting axis to provide substantial pitch trim while concurrently maintaining the range and symmetry of elevator movement.

Abstract: A seal assembly for covering the structural opening in the side of a vertical stabilizer, through which extends a structural member for pivotally mounting a flying horizontal stabilizer to structure within the vertical stabilizer retards or prevents ambient air flow between the upper and lower surfaces of the horizontal stabilizer. A seal plate is affixed to the inner end of the horizontal stabilizer, is faired into the upper and lower horizontal stabilizer surfaces, and extends outwardly therefrom in a direction transverse to the horizontal stabilizer. The shape of the periphery of the seal plate is chosen at a predetermined position of the horizontal stabilizer so as to equidistantly space the periphery of the seal plate from that portion of the outer surface of the skin of the vertical stabilizer underlying or adjacent the periphery of the seal plate. A resilient, flexible seal member is affixed to the periphery of the seal plate and engages the surface of the vertical stabilizer in sealing engagement.

Abstract: An aircraft having a bulky propulsion system positioned near its symmetrical axis and utilizing two shifting horizontal tail halves that are moved rearwards and forwards along the outer side walls of two rear wing cantilevers for varying flight operations. The two horizontal tail halves change their lateral inclination angles during the shifting operations, and the propulsive jet streams of the engines are discharged between the two rear wing cantilevers.

Abstract: An aerodynamic housing is disclosed for stabilizing the free-fall descent an article, particularly a sonobuoy, launched from an aircraft. The housing is cylindrically-configured and includes a tail section wherein a plurality of symmetrical channels are formed obliquely to the cylindrical surface of the housing about the circumference thereof, each channel having a leading edge in the shape of a truncated ellipse. A tailring mounted at the rear of the tail section partially covers the channels thereby forming contoured air ducts through which air flows during the free-fall to orient the housing vertically and stabilize the descent.